Aviation connectivity gateway module for for cellular connectivity

ABSTRACT

An aviation connectivity gateway module for remote access to an aircraft&#39;s systems and remotely offloading its aircraft data. The module broadly comprises a CPU, a first set of communication elements, a second set of communication elements, a memory, a battery, an IMU, a GPS module, and a number of antennas. The module responds to remote prompts and offloads aircraft data when the aircraft is powered off. An aviation connectivity gateway module for complete BVLOS cellular network connectivity broadly comprises a CPU, a set of electronic connectors, a memory, an IMU, a GPS module, a first cellular connectivity element, a second cellular connectivity element, and a number of antennas. The module switches between the first cellular communication element and the second communication element based a status of the aircraft.

RELATED APPLICATIONS

This application is a regular utility non-provisional application andclaims priority benefit of U.S. Provisional Patent Application Ser. No.62/941,443, entitled “Aviation Connectivity Gateway Module for RemoteData Offload”, filed Nov. 27, 2019. The above-referenced provisionalapplication is hereby incorporated by reference in its entirety.

BACKGROUND

Aircraft data is often difficult to obtain and is remotely inaccessibleafter termination of a flight. For example, to check an aircraft'sstatus after the aircraft has been shut down, someone on-site mustphysically power on the aircraft's avionics. Remotely offloading thestatus also requires establishing a Wi-Fi connection to equipment in theaircraft's hangar or another access point.

Furthermore, aircraft data is often updated only when the aircraft isreceiving power. For example, if the aircraft is shut down with 40gallons of fuel on board and 20 gallons are subsequently added, theavionics must be turned on in-person to wirelessly transmit the new fuellevel of 60 gallons. Some aircraft information is unascertainablewithout completion of a full engine power cycle.

Unmanned Aerial Systems (UAS) (Unmanned Aerial Vehicles (UAVs) and theequipment for remotely controlling them) require a remote communicationmedium that is not limited by continuous, direct contact for datatransfer and control. UAVs operating beyond visual line of sight (BVLOS)strain the limits of conventional radio frequency networks. An airborneLTE Operations (ALO) cellular initiative supports BVLOS UAS operations.Unfortunately, ALO modules are restricted to a single band, whichinhibits communication with certain cellular infrastructure. Thiscreates data transfer and control issues at low altitudes.

SUMMARY

Embodiments of the present invention solve the above-mentioned problemsand other related problems and provide a distinct advance in the art ofoffloading aircraft data. More particularly, the present inventionprovides an aviation connectivity gateway module for remote access to anaircraft's systems and remotely offloading its aircraft data. Thepresent invention also provides complete BVLOS cellular networkconnectivity for aircraft communication and control.

An embodiment of the invention is an aviation connectivity gatewaymodule for collecting and offloading data from an aircraft. The aviationconnectivity gateway module broadly comprises a central processing unit(CPU), a first set of communication elements, a second set ofcommunication elements, a memory, a battery, an inertial measurementunit (IMU), a global positioning system (GPS) module, and a number ofantennas.

The CPU runs an embedded application stored in or on computer-readablemedium residing on or accessible by the CPU. The CPU communicates withthe other electronic components through serial or parallel links thatinclude address busses, data busses, control lines, and the like.

The first set of communication elements connect to avionics and anelectronic control display (ECD) of the aircraft. The first set ofcommunication elements may also be able to connect to external devicesvia Wi-Fi.

The second set of communication elements connect the aviationconnectivity gateway module to the antennas and may include a cellularcarrier board and a number of SMA radio or cellular connectors toaccommodate Cellular Main, Cellular Diversity, and 433 MHz Radiocommunications. The second set of communication elements allow theaviation connectivity gateway module to communicate with, receive datafrom, and offload data to a remote server, or a remote mobileapplication.

The memory may be any computer-readable non-transitory medium that canstore programs or applications for use by or in connection with the CPU.The computer-readable medium can be, for example, but not limited to, anelectronic, magnetic, optical, electro-magnetic, infrared, orsemi-conductor system, apparatus, or device.

The battery is an internal power supply configured to provide powerindependently from a power system of the aircraft. The battery may becharged by an alternator or power supply of the aircraft when theaircraft is powered on or when access to the power supply of theaircraft is available.

The IMU derives an orientation of the aviation connectivity gatewaymodule and therefore the aircraft's orientation. In some embodiments, ifthe GPS module or avionics fail or the aircraft is not equipped with adata bus to offload information, the IMU may be able to generate its owninformation and send the information to a remote server.

The GPS module includes a GPS antenna and is operable to receivesatellite signals from a plurality of GPS satellites. The GPS module orthe CPU uses the satellite signals for derivation of position and speedmeasurements, such as ground speed, climb speed, descent speed, andaltitude of the aircraft. In one embodiment, this information is derivedvia a GPS module of the aircraft or from the IMU or avionics of theaircraft when GPS/satellite signals are not available.

The antennas allow the aviation connectivity gateway module to transmitaircraft data and other data to remote server. The antennas may includean RF antenna (e.g., 433 MHz radio), a cellular antenna, a satelliteantenna, a Wi-Fi antenna, a GPS antenna, or any other type of antennafor transmitting, receiving, or broadcasting data over variouscommunication networks.

The aviation connectivity gateway module may operate in severaloperational states including airborne mode, ground mode, pilot datarequest mode, sleep mode, and deep sleep mode. In airborne mode, theaviation connectivity gateway module turns off the cellular radio,handshakes with the FADEC, and records a data stream of airborne flightdata. In ground mode, the aviation connectivity gateway module 10records ground data separately from airborne flight data and connects tothe cellular network for offloading the airborne flight data.

In use, the aviation connectivity gateway module may offload aircraftdata upon receiving a remote user input. First, the CPU may receive aremote user input indicating an invocation to obtain aircraft data fromthe aircraft's avionics.

The CPU then activates the avionics if the avionics are in aninactivated state. Alternatively, the CPU may selectively activate anavionics component such that unnecessary avionics components are leftinactivated. The CPU then obtains the aircraft data from the avionics ora selected avionics component and stores the aircraft data on thememory. The CPU then transmits the aircraft data from the memory to theremote server.

Aircraft data collection may be initiated when the aircraft is poweredoff. In this case, the aviation connectivity gateway module may be insleep mode monitoring Main Bus Voltage. The aviation connectivitygateway module may then detect that the Main Bus Voltage is above athreshold indicating the aircraft is powered on. The aviationconnectivity gateway module may then transition from sleep mode toon-ground mode. The aviation connectivity gateway module may theninitialize interfaces according to aircraft configuration as listed in aconfiguration definition file. The aviation connectivity gateway modulemay then initiate collection of configured ARINC 429 labels. Theaviation connectivity gateway module may then monitor for takeoff andlanding to begin collecting data.

The aircraft may also be awoken pursuant to a server request via SMS.First, the aviation connectivity gateway module may be in the sleep modemonitoring for an SMS command. The aviation connectivity gateway modulemay then receive an SMS command to wake up the aircraft. The aviationconnectivity gateway module may then transition to a pilot data requestwake mode. The aviation connectivity gateway module may then initializeinterfaces according to aircraft configurations listed in a userconfiguration file. The aviation connectivity gateway module may thenactivate the ARINC 429 bus. The aviation connectivity gateway module maythen offload collected data and an aircraft health status to the server.When data offload is complete, the aviation connectivity gateway modulemay then transition to the sleep mode.

Aircraft data collection may also correspond to a flight. First, theaviation connectivity gateway module may detect that the aircraft hastaken off. The aviation connectivity gateway module may then disable allof its wireless communications. The aviation connectivity gateway modulemay capture ARINC 429 data throughout the flight. The aviationconnectivity gateway module may then execute an initial handshake withthe FADEC controller over a FADEC serial protocol during flight.

The aviation connectivity gateway module may then offload the aircraftdata upon landing. First, the aviation connectivity gateway module maydetect the aircraft landing according to air/ground modes. The aviationconnectivity gateway module may then enable cellular communications. Theaviation connectivity gateway module may then establish connection withthe server and authenticate itself with the server to ensure a uniqueidentity of the aviation connectivity gateway module. The aviationconnectivity gateway module may continue collecting ARINC 429 data. Theaviation connectivity gateway module may handshake with the FADEC andcheck for e info data. The aviation connectivity gateway module may thenoffload collected data to the server via a secure communicationconnection.

Another embodiment of the invention is an aviation connectivity gatewaymodule for providing complete BVLOS cellular network connectivity foraircraft. The aviation connectivity gateway module broadly comprises aCPU, a set of electronic connectors, a memory, an IMU, a GPS module, afirst cellular connectivity element, a second cellular connectivityelement, and a number of antennas.

The CPU runs an embedded application stored in or on computer-readablemedium residing on or accessible by the CPU. The CPU communicates withthe other electronic components through serial or parallel links thatinclude address busses, data busses, control lines, and the like.

The electronic connectors connect the aviation connectivity gatewaymodule to various aircraft components such as aircraft power, asituational awareness device such as camera, and a flight controller.The electronic connectors may include power connectors, ethernetinterfaces, serial RS-422, ARINC 429 interfaces, and the like asdescribed above. WiFi may also be used to connect to external devices.

The memory may be any computer-readable non-transitory medium that canstore programs or applications for use by or in connection with the CPU.The computer-readable medium can be, for example, but not limited to, anelectronic, magnetic, optical, electro-magnetic, infrared, orsemi-conductor system, apparatus, or device.

The IMU derives an orientation of the aviation connectivity gatewaymodule and therefore the aircraft's orientation. In some embodiments, ifthe GPS module or avionics fail or the aircraft is not equipped with adata bus to offload information, the IMU may be able to generate its owninformation and send the information to a remote server.

The GPS module includes a GPS antenna and is operable to receivesatellite signals from a plurality of GPS satellites. The GPS module orthe CPU uses the satellite signals for derivation of position and speedmeasurements, such as ground speed, climb speed, descent speed, andaltitude of the aircraft. In one embodiment, this information is derivedvia a GPS module of the aircraft or from the IMU or avionics of theaircraft when GPS/satellite signals are not available.

The first cellular connectivity element is a standard, full band ormulti-band, cellular modem. The first cellular connectivity elementprovides high speed LTE connectivity and may include 4G LTE connectivitywith 3G/2G fallback connectivity and global roaming capabilities.

The second cellular connectivity element is an Airborne LTE Operations(ALO) cellular modem providing 3D network coverage. The second cellularconnectivity element operates on only one band and provides cellularconnectivity while the aircraft is at altitude. In one embodiment, thesecond cellular connectivity element may provide cellular connectivityup to 5,000 feet above ground level (AGL). In another embodiment, thesecond cellular connectivity element may provide cellular connectivityto altitudes higher than 5,000 feet AGL.

The antennas allow the aviation connectivity gateway module to transmitand receive cellular communication signals to a cloud service over asecure IP network. The antennas may be grouped with other antennas suchas an RF antenna (e.g., 433 MHz radio), a satellite antenna, a Wi-Fiantenna, a GPS antenna, or any other type of antenna as described above.

The aviation connectivity gateway module also facilitates cellularconnectivity in and between aircraft. First, the aviation connectivitygateway module determines an initial status of the aircraft. Forexample, the aviation connectivity gateway module may determine that theaircraft is on the ground or is near ground level. Alternatively, theaviation connectivity gateway module may determine the aircraft is belowa threshold speed, within or below a predetermined airspace, or in apredetermined phase of flight such as takeoff and climb mode.

The aviation connectivity gateway module may then initiate cellularconnectivity via the first cellular connectivity element. For example,the aviation connectivity gateway module may establish a high-speed LTEcellular connection over the cellular network.

The aviation connectivity gateway module may then transmit and receivedata via the first cellular connectivity element. For example, theaviation connectivity gateway module may stream a video feed to thecloud service and receive flight control commands.

The aviation connectivity gateway module may then determine an updatedstatus of aircraft. For example, the aviation connectivity gatewaymodule may determine the aircraft is above a threshold altitude.Alternatively, the aviation connectivity gateway module may determinethe aircraft is above a threshold speed, within or above a predeterminedairspace, or within a pre-determined phase of flight such as cruiseflight.

The aviation connectivity gateway module may then initiate cellularconnectivity via the second cellular connectivity element. For example,the aviation connectivity gateway module may establish an ALO LTEcellular connection over the cellular network. The aviation connectivitygateway module may then transmit and receive data via the secondcellular connectivity element.

The aviation connectivity gateway module may then determine anotherupdated status of aircraft. For example, the aviation connectivitygateway module may determine the aircraft is again below a thresholdaltitude. Alternatively, the aviation connectivity gateway module maydetermine the aircraft is below a threshold speed or within, below apredetermined airspace, or within a pre-determined phase of flight suchas descent and landing mode.

The aviation connectivity gateway module may then re-initiate cellularconnectivity via the first cellular connectivity element. For example,the aviation connectivity gateway module may re-establish a high-speedLTE cellular connection over the cellular network. The aviationconnectivity gateway module may then transmit and receive data via thefirst cellular connectivity element.

The above-described aviation connectivity gateway module providesseveral advantages. For example, the aviation connectivity gatewaymodule remotely powers aircraft systems and subsystems for data offload.This enables access to aircraft systems and subsystems without startingthe aircraft or when conventional data offloading is unavailable. Theaviation connectivity gateway module also enables data offloading oncean aircraft has landed or after a flight has terminated.

The aviation connectivity gateway module also incorporates dual cellularcomponents to ensure cellular connectivity near the ground and ataltitude for complete aircraft control through the duration of theaircraft's flight, data upload and data offload, and data analytics(including for airborne cellular performance). The aviation connectivitygateway module also helps establish a BVLOS network up to, and in someembodiments above, 5,000 feet AGL.

This summary is provided to introduce a selection of concepts in asimplified form that are further described below in the detaileddescription. This summary is not intended to identify key features oressential features of the claimed subject matter, nor is it intended tobe used to limit the scope of the claimed subject matter. Other aspectsand advantages of the present invention will be apparent from thefollowing detailed description of the embodiments and the accompanyingdrawing figures.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

Embodiments of the present invention are described in detail below withreference to the attached drawing figures, wherein:

FIG. 1 is a schematic diagram of an aviation connectivity gateway moduleconstructed in accordance with an embodiment of the invention;

FIG. 2 is a schematic diagram of a network of certain elementsconfigured to communicate with the aviation connectivity gateway moduleof FIG. 1 ;

FIG. 3 is a flow diagram depicting certain steps of a method ofoffloading aircraft data via the aviation connectivity gateway module ofFIG. 1 ;

FIG. 4 is a flow diagram depicting certain steps of a method of wakingup aircraft systems via the aviation connectivity gateway module of FIG.1 ;

FIG. 5 is a flow diagram depicting certain steps of another method ofoffloading aircraft data via the aviation connectivity gateway module ofFIG. 1 ;

FIG. 6 is a flow diagram depicting certain steps of a method ofcapturing aircraft data via the aviation connectivity gateway module ofFIG. 1 ;

FIG. 7 is a flow diagram depicting certain steps of a method ofoffloading aircraft data via the aviation connectivity gateway module ofFIG. 1 ;

FIG. 8 is a flow diagram depicting certain steps of a data procurementworkflow;

FIG. 9 is a schematic diagram of an aviation connectivity gateway moduleconstructed in accordance with another embodiment of the invention;

FIG. 10 is a schematic diagram of a network of certain elementsconfigured to communicate with the aviation connectivity gateway moduleof FIG. 9 ; and

FIG. 11 is a flow diagram depicting certain steps of establishingcellular connectivity via the aviation connectivity gateway module ofFIG. 9 .

The drawing figures do not limit the present invention to the specificembodiments disclosed and described herein. The drawings are notnecessarily to scale, emphasis instead being placed upon clearlyillustrating the principles of the invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

The following detailed description of the invention references theaccompanying drawings that illustrate specific embodiments in which theinvention can be practiced. The embodiments are intended to describeaspects of the invention in sufficient detail to enable those skilled inthe art to practice the invention. Other embodiments can be utilized andchanges can be made without departing from the scope of the presentinvention. The following detailed description is, therefore, not to betaken in a limiting sense. The scope of the present invention is definedonly by the appended claims, along with the full scope of equivalents towhich such claims are entitled.

In this description, references to “one embodiment”, “an embodiment”, or“embodiments” mean that the feature or features being referred to areincluded in at least one embodiment of the technology. Separatereferences to “one embodiment”, “an embodiment”, or “embodiments” inthis description do not necessarily refer to the same embodiment and arealso not mutually exclusive unless so stated and/or except as will bereadily apparent to those skilled in the art from the description. Forexample, a feature, structure, act, etc. described in one embodiment mayalso be included in other embodiments, but is not necessarily included.Thus, the current technology can include a variety of combinationsand/or integrations of the embodiments described herein.

Turning to FIGS. 1 and 2 , an aviation connectivity gateway module 10constructed in accordance with an embodiment of the invention isillustrated. The aviation connectivity gateway module 10 may be adaptedfor fixed wing, rotorcraft, manned, and unmanned aircraft.

The aviation connectivity gateway module 10 broadly comprises a centralprocessing unit (CPU) 12, a first set of communication elements 14, asecond set of communication elements 16, a memory 18, a battery 20, aninertial measurement unit (IMU) 22, a global positioning system (GPS)module 24, and a plurality of antennas 26. The aviation connectivitygateway module 10 may be housed in a machined or molded enclosure andmay be mounted or located in an aircraft 100. The enclosure may weighless than two pounds.

The CPU 12 may implement aspects of the present invention with one ormore computer programs (e.g., embedded application 28) stored in or oncomputer-readable medium residing on or accessible by the CPU 12. Eachcomputer program preferably comprises an ordered listing of executableinstructions for implementing logical functions in the processor. Eachcomputer program can be embodied in any non-transitory computer-readablemedium, such as the memory 18, for use by or in connection with aninstruction execution system, apparatus, or device, such as acomputer-based system, processor-containing system, or other system thatcan fetch the instructions from the instruction execution system,apparatus, or device, and execute the instructions.

The first set of communication elements 14 connect to avionics 102 andan electronic control display (ECD) 104 of the aircraft 100 via ARINC429 and RS-422 connections. The first set of communication elements mayinclude connectors such as a DE-09 D-Subminiature connector, a DA-15D-Subminiature connector, and an M12 4 POS connector for an ethernetconnection. The DE-09 D-Subminiature connector may accommodate hot buspower, ARINC 429, RS-422 Tx/Rx Ch A, Switched Power ADC, and 2X Low SideDigital Out. The DA-15 D-Subminiature connector may accommodate RS-422Tx/Rx Ch B and 2X Low Side Digital out. The M12 4 POS accommodates anethernet connection. The first set of communication elements 14 may alsobe able to connect to external devices via Wi-Fi. The first set ofcommunication elements 14 may be connected to electrically isolatedportions of the aviation connectivity gateway module 10 or twoelectrically isolated printed circuit boards to prevent channelcrossover and prevent transmission of bad data from one side of theaviation connectivity gateway module 10 to the other.

The second set of communication elements 16 connect the aviationconnectivity gateway module 10 to the antennas 26 and may include acellular carrier board and a number of SMA radio or cellular connectorsto accommodate Cellular Main, Cellular Diversity, and 433 MHz Radiocommunications. The second set of communication elements 16 allow theaviation connectivity gateway module 10 to communicate with, receivedata from, and offload data to a DSP 106, a remote server 108, or aremote mobile application 110 via a network including ground-basedantennas 112.

The memory 18 may be any computer-readable non-transitory medium thatcan store programs or applications for use by or in connection with theCPU. The computer-readable medium can be, for example, but not limitedto, an electronic, magnetic, optical, electro-magnetic, infrared, orsemi-conductor system, apparatus, or device. More specific, although notinclusive, examples of the computer-readable medium would include thefollowing: an electrical connection having one or more wires, a portablecomputer diskette, a random access memory (RAM), a read-only memory(ROM), an erasable, programmable, read-only memory (EPROM or Flashmemory), an optical fiber, and a portable compact disk read-only memory(CDROM).

The battery 20 may be an internal power supply configured to providepower independently from a power system of the aircraft 100. The battery20 may be charged by an alternator or power supply of the aircraft 100when the aircraft 100 is powered on or when access to the power supplyof the aircraft 100 is available.

The IMU 22 derives an orientation of the aviation connectivity gatewaymodule 10 and therefore the aircraft's orientation. In some embodiments,if the GPS module 24 or avionics fail or the aircraft is not equippedwith a data bus to offload information, the IMU 22 may be able togenerate its own information and send the information to a remoteserver.

The GPS module 24 includes a GPS antenna and is operable to receivesatellite signals from a plurality of GPS satellites. The GPS module 24or the CPU 12 use the satellite signals for derivation of position andspeed measurements, such as ground speed, climb speed, descent speed,and altitude of the aircraft. In one embodiment, this information isderived via a GPS module of the aircraft 100 or from the IMU 22 oravionics 102 of the aircraft 100 when GPS/satellite signals are notavailable.

The antennas 26 allow the aviation connectivity gateway module 10 totransmit aircraft data and other data to remote server 108 via theground-based antennas 112. The antennas 26 may include an RF antenna(e.g., 433 MHz radio), a cellular antenna, a satellite antenna, a Wi-Fiantenna, a GPS antenna, or any other type of antenna for transmitting,receiving, or broadcasting data over various communication networks. Theradios may be used for small data packet transmission of informationsuch as tire pressure, door lock commands, or cargo or load tags or thelike with individual identification capability.

In some embodiments, the aviation connectivity gateway module 10 mayalso include or be connected to a recoverable data module (RDM). Forexample, the aviation connectivity gateway module 10 may be attached toan RDM-300, which is an existing flight data recorder. The RDM may saveinformation in real time on hardened memory.

The aviation connectivity gateway module 10 may operate in severaloperational states including airborne mode, ground mode, pilot datarequest mode, sleep mode, and deep sleep mode. In airborne mode, theaviation connectivity gateway module 10 turns off the cellular radio,handshakes with the FADEC, and records a data stream of airborne flightdata. In ground mode, the aviation connectivity gateway module 10records ground data separately from airborne flight data and connects tothe cellular network for offloading the airborne flight data.

The aviation connectivity gateway module 10 offloads flight data andaircraft data via satellite, Wi-Fi, or cellular directly or from anavionics data bus such as ARINC 429 to the remote server 108 (or a cloudservice). Other backup offloading connectivity pathways, such as 4Gconnectivity with 3G, and 2G backup connectivity modes may be used.Operators, manufacturers, and pilots may remotely receive the offloadeddata from the aircraft 100 via the aviation connectivity gateway module10.

The aviation connectivity gateway module 10 may only transmit data whenthe aircraft 100 is on the ground due to regulations of inflight use ofcellular networks or to prevent in-flight tampering. Such groundtransmission may be triggered by a switch or other physical device onthe aircraft. When the switch is triggered, the aviation connectivitygateway module 10 may begin the cellular connection process to start thedata offload.

In some embodiments, the switch may be triggered automatically by theapplication of weight on the wheels or weight on the skids of anaircraft 100. In some embodiments, a strut of the aircraft 100 may helpto detect when the aircraft 100 is grounded because, as the strutcompresses, it may trigger a squat switch. A squat switch may power somesystems on the aircraft 100 and indicates whether the aircraft 100 isairborne or on the ground.

Alternatively, a software-configured switch may be used in conjunctionwith the GPS module 24 or another system to disable cellulartransmission based on a groundspeed or airspeed speed setting. Thisspeed setting may be set at different values based on aircraft type andoperation. The software-configured switch may incorporate a de-bouncetime to prevent repeated on and off cycling. The speed setting andde-bounce time may enable or disable functions just as a physical switchbut operates in lieu of a physical.

Once the aircraft 100 lands, data may be offloaded in seconds. If thesystem does not finish offloading data by the time the aircraft's poweris turned off, the aviation connectivity gateway module 10 may staypowered using the aircraft's battery or its own battery 20 for apredetermined length of time to finish offload data, after which itturns itself off.

The aviation connectivity gateway module 10 may collect aircraft datarelated to the aircraft's engine, flight pattern, pitch, roll, yaw,speed, and altitude. This data can be analyzed to determine aircrafthealth, fleet health, and fleet trends. In some embodiments, theaviation connectivity gateway module 10 may offload and record data fromengines equipped with Full Authority Digital Engine Control (FADEC),which controls engine performance with minimal pilot input for maximumefficiency and optimal operating parameters. Current state informationmay be obtained in real time.

The aviation connectivity gateway module 10 may execute a health statuscheck through Built-In-Tests (BITs) and compile results into a file thatcan be transmitted over the air to the remote server 108. The healthstatus check may be executed upon the aircraft's transition to an ActiveOn-Ground state, for example.

Data may be offloaded in packets in reverse order, giving primaryimportance to the most recent data. If, for example, the aircraftcrashes, the most important data is the most recent flight data. In theevent of a crash, embodiments may maintain battery power for a length oftime and the most recent data may be sent to the remote server ahead ofdata from earlier in the flight. The packets may be small such that, inthe event of interruption, smaller portions of data may be lost, ratherthan losing the data from an entire flight.

The aviation connectivity gateway module 10 may triangulate based onsatellite or cellular data to locate the aircraft 100 in the event of acrash or incident. If data was not offloaded before the crash, datacollected by the RDM may be offloaded.

The GPS module 24 may generate raw location and speed information forlater analysis. The analysis may include fleet and trend monitoring andflight safety. The CPU 12 may record the orientation of the aviationconnectivity gateway module 10 (and hence the aircraft's orientation)via the IMU 22. The aviation connectivity gateway module 10 mayautomatically generate alerts if the aircraft is operating or beingoperated outside of normal use or normal envelopes.

The aviation connectivity gateway module 10 enters pilot data requestmode upon receiving a pilot data request. In pilot data request mode,the aviation connectivity gateway module 10 powers up the avionics tocollect ARINC data and transmit it to the server 108 before returning tosleep mode.

Sleep mode is a lower power state in which the aviation connectivitygateway module 10 waits to react to a number of inputs such as an SMScommand, a 433 MHz transmission, the aircraft battery dropping below acertain threshold, and a pilot powering up the aircraft 100. Theaviation connectivity gateway module 10 may switch to sleep mode afteruploading airborne flight data, ground flight data, e info, aconfiguration file, and a shared secret (i.e., a symmetric encryptionkey used to sign an SMS command). The aviation connectivity gatewaymodule 10 can actively control the discrete outputs while in sleep mode.Deep sleep mode is a minimum power state with all radios and the CPU 12off, with only main bus voltage being monitored.

In some embodiments, a sleep mode transition may occur after theaircraft 100 is powered off, thus de-energizing the aircraft's mainpower bus. The aviation connectivity gateway module 10 may detect theaircraft's power off state and complete transferring flight data or maytime-out if not completed transferring flight data. The aviationconnectivity gateway module 10 may upload the shared secret. Theaviation connectivity gateway module may then transition to the sleepmode and monitor for aircraft power-on, low-battery, or an SMS command.

In sleep mode, the aviation connectivity gateway module 10 may monitorfor a low power signal and may detect low battery voltage according to aconfigured threshold. The aviation connectivity gateway module 10 maythen power on and notify the server 108 of the last known pilot datarequest state. The gateway connectivity module may then transition todeep sleep mode and monitor for input switched power.

In some embodiments, the aviation connectivity gateway module 10 may bein a powered state on the aircraft 100 and may always be in a poweredstate. In some embodiments, the aviation connectivity gateway module 10may be in low power state, deep sleep state, or ultra-low power state,drawing tenths of milliamps. The aviation connectivity gateway module 10may run up to 6 months without starting the aircraft 100 or requiringrecharging of the battery while routinely requesting status updates.

The aviation connectivity gateway module 10 may connect to the aircraft100 using a satellite, Wi-Fi, or cellular connection through text (SMS)data. A user may send a wake-up command to the aviation connectivitygateway module 10, which will in turn wake up and power on theaircraft's avionics and pull sensor readings from the aircraft sensors.In some embodiments, these readings may include fuel level, oilpressure, oil, temperature, cylinder temperature, current software andfirmware versions, and other readings. In some embodiments, thesereadings may come directly from the avionics devices and may be obtainedremotely.

In another embodiment, the aviation connectivity gateway module 10 mayreceive a command via satellite, Wi-Fi, or cellular to transmit amessage over 433 MHz to lock or unlock the aircraft's doors. In anotherembodiment, discrete pins of the aviation connectivity gateway module 10may be used to directly power a relay and/or solenoid to lock or unlockdoors.

The aviation connectivity gateway module 10 may collect data eitherindependently, from the aircraft 100, or both. If the aircraft'savionics have failed or the aircraft is not equipped with a data bus tooffload information, the aviation connectivity gateway module 10 maygenerate its own data. The aviation connectivity gateway module 10 maycompress and concentrate data before transmitting or broadcasting it orsending it to a second data module such as the RDM.

As an alternative to turning on all avionics in the aircraft 100 totransmit data, some embodiments may only power on the necessary systemsin the aircraft 100 to transmit the requisite data. For example, systemsin the aircraft 100 may store multiple levels of information. Theavionics may have a central information computer, a display unit, an airdata computer, and an engine system processor. Different pieces of datafor the aircraft 100 may be stored in different subsystems in theaviation connectivity gateway module 10. In some embodiments, asatellite, Wi-Fi, or cellular connection may be used to wake up only thenecessary systems to transmit the necessary data.

In some embodiments, a fuel sender unit or an oil temperature senderunit may be connected to an engine system processor and/or centralcomputer in the aircraft 100. Some embodiments may send a wake-up eventthrough the aviation connectivity gateway module 10 to power on thecentral computer to enable the aviation connectivity gateway module 10to send data regarding the oil temperature to the server 108. Thewake-up event may be tailored to a subsystem, such that the display andinstrumentation of the aircraft 100 would not also be woken up to sendthe information. In some embodiments, the data may be saved to theaviation connectivity gateway module 10 and transmitted to the server108 when it is offloaded.

The aviation connectivity gateway module 10 may offload data to a remoteserver 108 via a satellite constellation, cellular connections, or bothsatellite and cellular connections. For example, the aviationconnectivity gateway module 10 may default to a cellular connection anduse satellite communication as a backup if it is out of cellularconnection range.

The remote server 108 (“data warehouse” in FIG. 2 ) serves and isaccessible to various external, remote, or third party entities such asthe remote application 110, a data services platform 114, networkservice management 116, CNC input source 118, e info aggregator, datausers (Power B1, A1, and the like) 122, an authorization/security module124, an aircraft/user connection. For example, wake up commands enteredinto the remote application 110 may be fed through the remote server 108to the data services platform 114 to the aviation connectivity gatewaymodule 10.

In some embodiments, information may be retrieved by a manufacturer andthen sent to a user. For example, a user may connect to the aircraft 100remotely anywhere in the world to determine if the aircraft 100 wasproperly stored in a hangar by checking on the fuel, oil, enginecomponent, or ambient temperature relative to the outside reportedtemperature of its geographic location. If, for example, the locationhad an outside temperature of 0° C. and the oil temperature was 20° C.several hours after flight, the aircraft 100 is most likely properlystored in the hangar.

In some embodiments, a user may install firmware updates and softwareupdates remotely through text messaging with a preloaded packet ofinformation sent via satellite, Wi-Fi, or cellular network. In otherembodiments, the aviation connectivity gateway module 10 may connectover Bluetooth or a satellite connection to offload or upload data. Theaviation connectivity gateway module may upload data through Short BurstData (SBD) or via a satellite service.

In some embodiments the aviation connectivity gateway module 10 maymanage cellular networks through a parameter in a configuration fileloaded onto the aviation connectivity gateway module 10. When a networkcannot be reached, the aviation connectivity gateway module 10 may fallback to another SIM and attempt to connect to another network. Theconfiguration file contains an updatable list of parameters stored onthe aviation connectivity gateway module 10 to change behavior without asoftware update. The parameters may include configuration file version,battery voltage shutdown, on-ground threshold, power-down mode time,on-ground time, airborne time, pilot data request minimum time, pilotdata request maximum time, and ARINC 429 baud rate. The configurationfile version is a serial version number. Battery voltage shutdown is avalue that triggers a final data transmission followed by sleep mode.On-ground threshold is a value below which the aircraft is consideredgrounded. Power-down mode time is a maximum time the aviationconnectivity gateway module 10 will remain on after the main bus isde-energized. On-ground time is a minimum amount of time the aviationconnectivity gateway module 10 detects a ground status before switchingto on-ground mode. Airborne time is a minimum amount of time theaviation connectivity gateway module 10 detects an airborne statusbefore switching to on-airborne mode. Pilot data request minimum time isa minimum time to record ARINC data to send back for a pilot datarequest. Pilot data request maximum time is a maximum time to recordARINC data to send back for the pilot data request. ARINC 429 baud rateis a high or low speed communication rate.

The aviation connectivity gateway module 10 may also generate a localstore containing data the aviation connectivity gateway module 10 candetermine but may not have available at power up. The aviationconnectivity gateway module 10 may read this the local store and usethis data until it determines this data itself. If the determined datadiffers from data in the local store, the aviation connectivity gatewaymodule 10 will overwrite the data in the local store with the determineddata.

Turning to FIG. 3 , a method of remotely obtaining aircraft data willnow be described. First, The CPU 12 may receive a remote user inputindicating an invocation to obtain aircraft data from the aircraft'savionics, as shown in block 200. For example, the user input may be atext message or a 433 MHz signal.

The CPU 12 then activates the avionics if the avionics are in aninactivated state, as shown in block 202. Alternatively, the CPU 12 mayselectively activate an avionics component such that unnecessaryavionics components are left inactivated.

The CPU 12 then obtains the aircraft data from the avionics or aselected avionics component, as shown in block 204. The CPU 12 thenstores the aircraft data on the memory 18, as shown in block 206.

The CPU 12 then transmits the aircraft data from the memory 18 to theremote server 108, as shown in block 208. Alternatively, the CPU 12 maytransmit the aircraft data directly from the avionics withouttemporarily storing the aircraft data.

In this way, the aviation connectivity gateway module 10 remotely powersaircraft systems and subsystems for data offload. This enables access toaircraft systems and subsystems without starting the aircraft or whenconventional data offloading is unavailable.

Turning to FIG. 4 , a method of powering on the aircraft 100 will now bedescribed. First, the aviation connectivity gateway module 10 may be insleep mode monitoring Main Bus Voltage, as shown in block 300. Theaviation connectivity gateway module 10 may then detect that the MainBus Voltage is above a threshold indicating the aircraft 100 is poweredon, as shown in block 302. The aviation connectivity gateway module 10may then transition from sleep mode to on-ground mode, as shown in block304. The aviation connectivity gateway module 10 may then initializeinterfaces according to aircraft configuration as listed in aconfiguration definition file, as shown in block 306. The aviationconnectivity gateway module 10 may then initiate collection ofconfigured ARINC 429 labels, as shown in block 308. The aviationconnectivity gateway module 10 may then monitor for takeoff and landing,as shown in block 310.

Turning to FIG. 5 , a method of waking up the aircraft 100 pursuant to aserver request via SMS command will now be described. First, theaviation connectivity gateway module 10 may be in the sleep modemonitoring for an SMS command, as shown in block 400. The aviationconnectivity gateway module 10 may then receive an SMS command to wakeup the aircraft 100, as shown in block 402. The aviation connectivitygateway module 10 may then transition to a pilot data request wake mode,as shown in block 404. The aviation connectivity gateway module 10 maythen initialize interfaces according to aircraft configurations listedin a user configuration file, as shown in block 406. The aviationconnectivity gateway module 10 may then activate ARINC 429 bus throughdiscrete output, as shown in block 408. The aviation connectivitygateway module 10 may then offload collected data and an aircraft healthstatus to the server 108, as shown in block 410. When data offload iscomplete, the aviation connectivity gateway module 10 may thentransition to the sleep mode, as shown in block 412.

Turning to FIG. 6 , data collection via the aviation connectivitygateway module 10 during flight will now be described. First, theaviation connectivity gateway module 10 may detect that the aircraft hastaken off, as shown in block 500. The aviation connectivity gatewaymodule 10 may then disable all of its wireless communications, as shownin block 502. The aviation connectivity gateway module 10 may continueto capture ARINC 429 data throughout the flight, as shown in block 504.The aviation connectivity gateway module 10 may then execute an initialhandshake with the FADEC controller over a FADEC serial protocol duringflight, as shown in block 506.

Turning to FIG. 7 , data offloading via the aviation connectivitygateway module 10 upon landing will now be described. First, theaviation connectivity gateway module 10 may detect the aircraft landingaccording to air/ground modes, as shown in block 600. The aviationconnectivity gateway module 10 may then enable cellular communications,as shown in block 602. The aviation connectivity gateway module 10 maythen establish connection with the server 108 and authenticate itselfwith the server 108 to ensure a unique identity of the aviationconnectivity gateway module 10, as shown in block 604. The aviationconnectivity gateway module 10 may continue collecting ARINC 429 data,as shown in block 606. The aviation connectivity gateway module 10 mayhandshake with the FADEC and check for e info data, as shown in block608. The aviation connectivity gateway module 10 may then offloadcollected data to the server 108 via a secure communication connection,as shown in block 610. The secure connection protects the aviationconnectivity gateway module 10 from unintentional commands,eavesdropping, capture-replay, and other attack methods. As such, theaviation connectivity gateway module 10 enables data offloading once anaircraft has landed or after a flight has terminated.

Turning to FIG. 8 , a data procurement workflow will now be described.First, aviation connectivity gateway module 10 may initiate a handshakebefore landing, as shown in block 700. The aviation connectivity gatewaymodule 10 may then request aircraft identification, as shown in block702. The aircraft's engine control unit (ECU) may then send aircraftidentification in response, as shown in block 704. The ECU may thenindicate that data is available, as shown in block 706. The aviationconnectivity gateway module 10 may then initiate a data read, as shownin block 708. The ECU may then respond by transmitting data blocks, asshown in block 710. The ECU may then indicate a complete message hasbeen sent, as shown in block 712. The aviation connectivity gatewaymodule 10 may then acknowledge the data has successfully been received,as shown in block 714.

Turning to FIGS. 9 and 10 , an aviation connectivity gateway module 800constructed in accordance with another embodiment of the invention isillustrated. The aviation connectivity gateway module 800 providescellular connectivity and establishes a Beyond Visual Line of Sight(BVLOS) network for aircraft. The aviation connectivity gateway module800 may be adapted for fixed wing, rotorcraft, manned, and unmannedaircraft including unmanned aerial systems (UAS) and unmanned aerialvehicles (UAV).

The aviation connectivity gateway module 800 broadly comprises a centralprocessing unit (CPU), a set of electronic connectors 802, a memory, aninertial measurement unit (IMU), a global positioning system (GPS)module, a first cellular connectivity element 804, a second cellularconnectivity element 806, and a plurality of antennas 808. The aviationconnectivity gateway module 800 may be housed in a machined or moldedenclosure and may be mounted to or located in an aircraft. The enclosuremay weigh less than two pounds.

The CPU may implement aspects of the present invention with one or morecomputer programs (or applications) stored in or on computer-readablemedium residing on or accessible by the CPU. Each computer programpreferably comprises an ordered listing of executable instructions forimplementing logical functions in the processor. Each computer programcan be embodied in any non-transitory computer-readable medium, such asthe memory, for use by or in connection with an instruction executionsystem, apparatus, or device, such as a computer-based system,processor-containing system, or other system that can fetch theinstructions from the instruction execution system, apparatus, ordevice, and execute the instructions.

The electronic connectors 802 connect the aviation connectivity gatewaymodule 800 to various aircraft components such as aircraft power 900, asituational awareness device such as camera 902, and a flight controller904. The electronic connectors 802 may include power connectors,ethernet interfaces, serial RS-422, ARINC 429 interfaces, and the likeas described above. WiFi may also be used to connect to externaldevices. The electronic connectors 802 may be connected to electricallyisolated portions of the aviation connectivity gateway module 800 or twoelectrically isolated printed circuit boards to prevent channelcrossover and prevent transmission of bad data from one side of theaviation connectivity gateway module 800 to the other.

The memory may be any computer-readable non-transitory medium that canstore programs or applications for use by or in connection with the CPU.The computer-readable medium can be, for example, but not limited to, anelectronic, magnetic, optical, electro-magnetic, infrared, orsemi-conductor system, apparatus, or device. More specific, although notinclusive, examples of the computer-readable medium would include thefollowing: an electrical connection having one or more wires, a portablecomputer diskette, a random access memory (RAM), a read-only memory(ROM), an erasable, programmable, read-only memory (EPROM or Flashmemory), an optical fiber, and a portable compact disk read-only memory(CDROM).

The IMU derives an orientation of the aviation connectivity gatewaymodule 800 and therefore the aircraft's orientation. In someembodiments, if the GPS module or avionics fail or the aircraft is notequipped with a data bus to offload information, the IMU may be able togenerate its own information and send the information to a remoteserver.

The GPS module includes a GPS antenna and is operable to receivesatellite signals from a plurality of GPS satellites. The GPS module orthe CPU uses the satellite signals for derivation of position and speedmeasurements, such as ground speed, climb speed, descent speed, andaltitude of the aircraft. In one embodiment, this information is derivedvia a GPS module of the aircraft 100 or from the IMU or avionics of theaircraft 100 when GPS/satellite signals are not available.

The first cellular connectivity element 804 may be a standard, full bandor multi-band, cellular modem. The first cellular connectivity element804 provides high speed LTE connectivity and may include 4G LTEconnectivity with 3G/2G fallback connectivity and global roamingcapabilities. The first cellular connectivity element 804 may beconnected to a daughter card within the aviation connectivity gatewaymodule 800.

The second cellular connectivity element 806 is an Airborne LTEOperations (ALO) cellular modem providing 3D network coverage. Thesecond cellular connectivity element 806 operates on only one band andprovides cellular connectivity while the aircraft 100 is at altitude.The second cellular connectivity element 806 may be connected to adaughter card within the aviation connectivity gateway module 800. Inone embodiment, the second cellular connectivity element 806 may providecellular connectivity up to 5,000 feet above ground level (AGL). Inanother embodiment, the second cellular connectivity element 806 mayprovide cellular connectivity to altitudes higher than 5,000 feet AGL.

The antennas 808 allow the aviation connectivity gateway module 800 totransmit and receive cellular communication signals to a cloud service906 (described below) over a secure IP network 908 via ground-basedcellular towers 910. The antennas 808 may be grouped with other antennassuch as an RF antenna (e.g., 433 MHz radio), a satellite antenna, aWi-Fi antenna, a GPS antenna, or any other type of antenna as describedabove.

In some embodiments, the aviation connectivity gateway module 800 mayalso include or be connected to a recoverable data module (RDM). Forexample, the aviation connectivity gateway module 800 may be attached toan RDM-300, which is an existing flight data recorder. The RDM may saveinformation in real time on hardened memory.

The aviation connectivity gateway module 800 may run software (e.g.,embedded application 810) for aggregating and offloading data from avariety of on-aircraft sources via the first cellular connectivityelement 804 when the aircraft is on the ground and the second cellularconnectivity element 806 when the aircraft is airborne or above apredetermined altitude. The software may include several functions orapplications including a flight control interface 812, telemetry 814,blob data offload 816, LTE network statistics 818, an edge messagebroker 820, a mavlink proxy 822, and video streaming 824. The aviationconnectivity gateway module 800 may also include an onboard trustedplatform module 826 and a secure boot 828.

Telemetry 814 collects instrumentation and aircraft performance data.This data can be forwarded to the blob data offload 816 application forbatch upload.

Blob data offload 816 manages a circular buffer of binary large objectdata (blob) files for each data providing application (e.g., Telemetry814). The data files are periodically uploaded to the cloud service 906(described below) via the first cellular connectivity element 804 (highspeed LTE connection) when the aircraft is on the ground. Authenticationmay be provided by a JSON web token-based mechanism and is secured bytransport layer security (HTTPS).

LTE network statistics collects ALO LTE cellular network quality andperformance related statistics such as RSRP, RSRQ, SNR, Cell ID, TAC,MNC, and MCC. Data may be published to the edge message broker 820 toallow for real-time monitoring of network information and may beforwarded to the blob data offload 816 application for batch upload.

The edge message broker 820 provides a pub/sub message store resident onthe aviation connectivity gateway module 800, which bridgescommunication to the cloud service 906 via the second cellularconnectivity element 806 (ALO LTE connection) while the aircraft isairborne or at altitude. If the aircraft is on the ground or at very lowaltitude, communications may transition to the first cellularconnectivity element 804 (high speed LTE connection).

The mavlink proxy 822 bridges communication between the ground controlstation (GCS) and the aircraft's flight controller 904. The mavlinkproxy 822 receives data via the serial interface and publishes to theedge message broker 820 to forward communications back to the GCS viathe cloud service's message broker (described below). For communicationsfrom the GCS, the mavlink proxy subscribes to topics on the cloudservice's message broker and forwards the received messages over theserial interface (one of the electronic connectors 802) to theaircraft's flight controller 904. These messages may or may not beinspected or validated.

Video streaming 824 receives an encoded video data stream via theethernet interface (one of the electronic connectors 802). Videostreaming publishes as an RTSP video stream to the cloud service's videoingestion (described below) via the second cellular connectivity element806 (ALO LTE connection) while the aircraft is airborne or at altitude.If the aircraft is on the ground or at very low altitude, the videostream may transition to the first cellular connectivity element 804(high speed LTE connection). Transport layer security (TLS) may be addedto further secure video streaming authentication. Alternatively, acellular carrier VPN may provide an end-to-end secure channel to thecloud service's TLS.

The cloud service 906 may provide several functions or applicationsincluding cloud message broker 920, mavlink REST API 922, videoingestion 924, video syndication 926, blob storage 916, data analytics918, and authorization and authentication 928. Cloud message broker 920may be a MQTT broker that provides a pub/sub message store to buffercommunications between the REST API and the edge message broker 820 ofthe aviation connectivity gateway module 800. Mavlink REST API 922 isavailable to external clients 930 allowing sending and receiving mavlinkdata to and from an aircraft. Video ingestion 924 receives, processes,buffers, and transcodes video streams before distribution to the clients930 via video syndication 926. Video syndication 926 in turn distributesstreaming video to the clients 930. Blob storage 916 receives and storesdata files from the aviation connectivity gateway module 800 for lateranalysis. Data analytics 918 provides data processing, aggregation, andvisualization of collected data files. Authorization and authentication928 verifies identity of a client and authorizes access and actions forwhich the client has requisite privileges.

Turning to FIG. 11 , a method of facilitating cellular connectivity inan aircraft will now be described. First, the aviation connectivitygateway module 800 may determine an initial status of aircraft, as shownin block 1000. For example, the aviation connectivity gateway module 800may determine that the aircraft is on the ground or is near groundlevel. Alternatively, the aviation connectivity gateway module 800 maydetermine the aircraft is below a threshold speed, within or below apredetermined airspace, or in a predetermined phase of flight such astakeoff and climb mode.

The aviation connectivity gateway module 800 may then initiate cellularconnectivity via the first cellular connectivity element 804, as shownin block 1002. For example, the aviation connectivity gateway module 800may establish a high-speed LTE cellular connection over the cellularnetwork.

The aviation connectivity gateway module 800 may then transmit andreceive data via the first cellular connectivity element 804, as shownin block 1004. For example, the aviation connectivity gateway module 800may stream a video feed to the cloud service 906 and receive flightcontrol commands for aircraft takeoff.

The aviation connectivity gateway module 800 may then determine anupdated status of aircraft, as shown in block 1006. For example, theaviation connectivity gateway module 800 may determine the aircraft isabove a threshold altitude. Alternatively, the aviation connectivitygateway module 800 may determine the aircraft is above a thresholdspeed, within or above a predetermined airspace, or within apre-determined phase of flight such as cruise flight.

The aviation connectivity gateway module 800 may then initiate cellularconnectivity via the second cellular connectivity element 806, as shownin block 1008. For example, the aviation connectivity gateway module 800may establish an ALO LTE cellular connection over the cellular network.

The aviation connectivity gateway module 800 may then transmit andreceive data via the second cellular connectivity element, as shown inblock 1010. For example, the aviation connectivity gateway module 800may continue streaming the video feed to the cloud service 906 andreceiving flight control commands for controlling the aircraft.

The aviation connectivity gateway module 800 may then determine anotherupdated status of aircraft, as shown in block 1012. For example, theaviation connectivity gateway module 800 may determine the aircraft isagain below a threshold altitude. Alternatively, the aviationconnectivity gateway module 800 may determine the aircraft is below athreshold speed or within, below a predetermined airspace, or within apre-determined phase of flight such as descent and landing mode.

The aviation connectivity gateway module 800 may then re-initiatecellular connectivity via the first cellular connectivity element 804,as shown in block 1014. For example, the aviation connectivity gatewaymodule 800 may re-establish a high-speed LTE cellular connection overthe cellular network.

The aviation connectivity gateway module 800 may then transmit andreceive data via the first cellular connectivity element 804, as shownin block 1016. For example, the aviation connectivity gateway module 800may continue streaming a video feed to the cloud service 906 andreceiving flight control commands for landing the aircraft.

The above-described aviation connectivity gateway module 800 providesseveral advantages. For example, the aviation connectivity gatewaymodule 800 incorporates dual cellular components to ensure cellularconnectivity near the ground and at altitude for complete aircraftcontrol through the duration of the aircraft's flight, data upload anddata offload, and data analytics (including for airborne cellularperformance). The aviation connectivity gateway module 800 helpsestablish a BVLOS network up to, and in some embodiments above, 5,000feet AGL.

ADDITIONAL CONSIDERATIONS

In this description, references to “one embodiment,” “an embodiment,” or“embodiments” mean that the feature or features being referred to areincluded in at least one embodiment of the technology. Separatereferences to “one embodiment,” “an embodiment,” or “embodiments” inthis description do not necessarily refer to the same embodiment and arealso not mutually exclusive unless so stated and/or except as will bereadily apparent to those skilled in the art from the description. Forexample, a feature, structure, act, etc. described in one embodiment mayalso be included in other embodiments but is not necessarily included.Thus, the current technology can include a variety of combinationsand/or integrations of the embodiments described herein.

Although the present application sets forth a detailed description ofnumerous different embodiments, the legal scope of the description isdefined by the words of the claims set forth at the end of this patentand equivalents. The detailed description is to be construed asexemplary only and does not describe every possible embodiment sincedescribing every possible embodiment would be impractical. Numerousalternative embodiments may be implemented, using either currenttechnology or technology developed after the filing date of this patent,which would still fall within the scope of the claims.

Throughout this specification, plural instances may implementcomponents, operations, or structures described as a single instance.Although individual operations of one or more methods are illustratedand described as separate operations, one or more of the individualoperations may be performed concurrently, and nothing requires that theoperations be performed in the order illustrated. Structures andfunctionality presented as separate components in example configurationsmay be implemented as a combined structure or component. Similarly,structures and functionality presented as a single component may beimplemented as separate components. These and other variations,modifications, additions, and improvements fall within the scope of thesubject matter herein.

Certain embodiments are described herein as including logic or a numberof routines, subroutines, applications, or instructions. These mayconstitute either software (e.g., code embodied on a machine-readablemedium or in a transmission signal) or hardware. In hardware, theroutines, etc., are tangible units capable of performing certainoperations and may be configured or arranged in a certain manner. Inexample embodiments, one or more computer systems (e.g., a standalone,client or server computer system) or one or more hardware modules of acomputer system (e.g., a processor or a group of processors) may beconfigured by software (e.g., an application or application portion) ascomputer hardware that operates to perform certain operations asdescribed herein.

In various embodiments, computer hardware, such as the processing systemand control systems, may be implemented as special purpose or as generalpurpose devices. For example, the processing system may comprisededicated circuitry or logic that is permanently configured, such as anapplication-specific integrated circuit (ASIC), or indefinitelyconfigured, such as an FPGA, to perform certain operations. Theprocessing system may also comprise programmable logic or circuitry(e.g., as encompassed within a general-purpose processor or otherprogrammable processor) that is temporarily configured by software toperform certain operations. It will be appreciated that the decision toimplement the processing system as special purpose, in dedicated andpermanently configured circuitry, or as general purpose (e.g.,configured by software) may be driven by cost and time considerations.

Accordingly, the terms “processing system” or equivalents should beunderstood to encompass a tangible entity, be that an entity that isphysically constructed, permanently configured (e.g., hardwired), ortemporarily configured (e.g., programmed) to operate in a certain manneror to perform certain operations described herein. Consideringembodiments in which the processing system is temporarily configured(e.g., programmed), each of the processing elements need not beconfigured or instantiated at any one instance in time. For example,where the processing system comprises a general-purpose processorconfigured using software, the general-purpose processor may beconfigured as respective different processing elements at differenttimes. Software may accordingly configure the processing system toconstitute a hardware configuration at one instance of time and toconstitute a different hardware configuration at a different instance oftime.

Computer hardware components, such as communication elements, memoryelements, processing elements, and the like, may provide information to,and receive information from, other computer hardware components.Accordingly, the described computer hardware components may be regardedas being communicatively coupled. Where multiple of such computerhardware components exist contemporaneously, communications may beachieved through signal transmission (e.g., over appropriate circuitsand buses) that connect the computer hardware components. In embodimentsin which multiple computer hardware components are configured orinstantiated at different times, communications between such computerhardware components may be achieved, for example, through the storageand retrieval of information in memory structures to which the multiplecomputer hardware components have access. For example, one computerhardware component may perform an operation and store the output of thatoperation in a memory device to which it is communicatively coupled. Afurther computer hardware component may then, later, access the memorydevice to retrieve and process the stored output. Computer hardwarecomponents may also initiate communications with input or outputdevices, and may operate on a resource (e.g., a collection ofinformation).

The various operations of example methods described herein may beperformed, at least partially, by one or more processing elements thatare temporarily configured (e.g., by software) or permanently configuredto perform the relevant operations. Whether temporarily or permanentlyconfigured, such processing elements may constitute processingelement-implemented modules that operate to perform one or moreoperations or functions. The modules referred to herein may, in someexample embodiments, comprise processing element-implemented modules.

Similarly, the methods or routines described herein may be at leastpartially processing element-implemented. For example, at least some ofthe operations of a method may be performed by one or more processingelements or processing element-implemented hardware modules. Theperformance of certain of the operations may be distributed among theone or more processing elements, not only residing within a singlemachine, but deployed across a number of machines. In some exampleembodiments, the processing elements may be located in a single location(e.g., within a home environment, an office environment or as a serverfarm), while in other embodiments the processing elements may bedistributed across a number of locations.

Unless specifically stated otherwise, discussions herein using wordssuch as “processing,” “computing,” “calculating,” “determining,”“presenting,” “displaying,” or the like may refer to actions orprocesses of a machine (e.g., a computer with a processing element andother computer hardware components) that manipulates or transforms datarepresented as physical (e.g., electronic, magnetic, or optical)quantities within one or more memories (e.g., volatile memory,non-volatile memory, or a combination thereof), registers, or othermachine components that receive, store, transmit, or displayinformation.

As used herein, the terms “comprises,” “comprising,” “includes,”“including,” “has,” “having” or any other variation thereof, areintended to cover a non-exclusive inclusion. For example, a process,method, article, or apparatus that comprises a list of elements is notnecessarily limited to only those elements but may include otherelements not expressly listed or inherent to such process, method,article, or apparatus.

The patent claims at the end of this patent application are not intendedto be construed under 35 U.S.C. § 112(f) unless traditionalmeans-plus-function language is expressly recited, such as “means for”or “step for” language being explicitly recited in the claim(s).

Although the invention has been described with reference to theembodiments illustrated in the attached drawing figures, it is notedthat equivalents may be employed and substitutions made herein withoutdeparting from the scope of the invention as recited in the claims. Forexample, the principles of the present invention are not limited to theillustrated central pivot irrigation systems but may be implemented inany type of irrigation system including linear move irrigation systems.

Having thus described various embodiments of the invention, what isclaimed as new and desired to be protected by Letters Patent includesthe following:

The invention claimed is:
 1. An aviation connectivity gateway module foraircraft cellular connectivity of an aircraft including a flightcontroller, the aviation connectivity gateway module comprising: aprocessor including a flight control interface, a telemetry application,a binary large object (blob) data offload application, a mavlink proxy,a video streamer application, and an edge message broker, the processorbeing configured to: determine a status of the aircraft; receive flightdata from the flight controller via the flight control interface;collect instrumentation and aircraft performance data of the aircraftvia the telemetry application; manage a circular buffer of blob datafiles via the blob data offload application; facilitate communicationbetween a ground control station and the flight controller via themavlink proxy; transmit a video stream to a cloud service via the videostreamer application; a multi-band cellular modem connectable to acellular network; and an Airborne LTE Operations (ALO) cellular modemconnectable to the cellular network; the processor being furtherconfigured to: switch between the multi-band cellular modem and the ALOcellular modem based on the status of the aircraft; periodically uploadblob data files to the cloud service via the multi-band cellular modemwhen the multi-band cellular modem is in use; facilitate communicationbetween the aviation connectivity gateway module and the cloud servicevia the edge message broker when the ALO cellular modem is in use; andpublish a real time streaming protocol (RTSP) video stream to the cloudservice when the ALO cellular modem is in use.
 2. The aviationconnectivity gateway module of claim 1, wherein the status is altitudeand the processor is configured to switch to the ALO cellular modem whenthe aircraft is above a predetermined altitude and to the multi-bandcellular modem when the aircraft is below the predetermined altitude. 3.The aviation connectivity gateway module of claim 1, wherein the statusis speed and the processor is configured to switch to the ALO cellularmodem when the aircraft is above a predetermined speed and to themulti-band cellular modem when the aircraft is below the predeterminedspeed.
 4. The aviation connectivity gateway module of claim 1, furthercomprising at least one of a GPS unit and an inertial measurement unit(IMU) for determining the status of the aircraft independently fromavionics of the aircraft.
 5. The aviation connectivity gateway module ofclaim 1, wherein the aviation connectivity gateway module is configuredto determine the status of the aircraft from avionics of the aircraft.6. The aviation connectivity gateway module of claim 1, wherein theaviation connectivity gateway module is configured to offload cellularperformance data to a cloud service for data analytics.
 7. A method offacilitating cellular connectivity via an aircraft including a flightcontroller, the method comprising the steps of: determining a status ofthe aircraft via an aviation connectivity gateway module; receivingflight data from the flight controller via a flight control interface;collecting instrumentation and aircraft performance data of the aircraftvia a telemetry application; managing a circular buffer of binary largeobject (blob) data files via a blob data offload application;facilitating communication between a ground control station and theflight controller via a mavlink proxy; transmitting a video stream to acloud service via a video streamer application; switching between amulti-band cellular modem and an Airborne LTE Operations (ALO) cellularmodem of the aviation connectivity gateway module based on the status ofthe aircraft; periodically upload blob data files to the cloud servicevia the multi-band cellular modem when the multi-band cellular modem isin use; facilitating communication between the aviation connectivitygateway module and the cloud service via an edge message broker when theALO cellular modem is in use; and publishing a real time streamingprotocol (RTSP) video stream to the cloud service when the ALO cellularmodem is in use.
 8. The method of claim 7, wherein the status isaltitude and the method includes switching to the ALO cellular modemwhen the aircraft is above a predetermined altitude and to themulti-band cellular modem when the aircraft is below the predeterminedaltitude.
 9. The method of claim 7, wherein the status is speed and themethod includes switching to the ALO cellular modem when the aircraft isabove a predetermined speed and to the multi-band cellular modem whenthe aircraft is below the predetermined speed.
 10. The method of claim7, wherein the method includes determining the status of the aircraftvia at least one of a GPS unit and an inertial measurement unit (IMU)independently from avionics of the aircraft.
 11. The method of claim 7,further comprising the step of offloading cellular performance data tothe cloud service for data analytics.